Car brake



Dec. 1, 1936.

J. P. ANDERSON 2,062,982

CAR BRAKE Filed Oct. 22, 1935 4 Sheets-Sheet l INVENTOR AT'II' NEY Dec. 1, 1.936. J. P. ANDERSON CAR BRAKE Filed Oct. 22, 1935 4 Sheets-Sheet 3 INVENTOR Dec. 1, 1936. J. P. ANDERSON CAR BRAKE Filed Oct. 22, 1935 4 Sheets-Sheet'4 INVENTO? 0 BY ATTO Patented Dec. 1, 1936 PATENT OFFICE CAR BRAKE John 1. Anderson, Koppel, Pa., assignor to Pressed Steel Car Company, Pittsburgh, Pa., a corporation of New Jersey Application October 22, 1935, Serial No. 46,236

16 Claims.

The invention pertains to the type of brake known as an empty and load brake as used on railway cars and has for an object the provision of means cooperating with the cylinder brake lever, whereby the force applied at the brake shoes may be selectively varied by a manual operation of said means without variation in the said fluid pressure.

Another object of the invention lies in the simplicity of the means for accomplishing the variation in the car retarding effort of the brake shoes.

Another object of the invention is to provide a plurality of fulcrums for said cylinder lever, and means whereby the lever is caused to selectively 15 move about but one of said fulcrums at a time.

A further object of the invention lies in the provision of means to lock the brake system in position to give either an empty or load application of the brake when actuated by the brake cylinder.

In the operation of railway cars in a train, the individual cars have a brake system adapted to exert sufficient retarding effort when the car is under maximum load, such a brake being obvi- 25 ously of greater power than necemary when the 1 car is empty. With the advance in design of railway cars whereby the dead weight of the car necessary to carry a given live weight of lading has been constantly reduced; there has been an increased tendency in existing brakes, when applied, to lock the wheels of an empty car. This condition is undesirable as causing fiat spots on the periphery of the wheel, as well as dangerous, as where an empty car is in the center of the train 35 of loaded cars, because of the following loaded cars having a lesser rate of deceleration tending to buckle the empty car.

Referring now to the drawings Fig. 1 shows in side elevation a portion of a railway hopper car equipped with the invention with the brake mechanism set for a load application of the brakes; Fig. 2 is a similar view of the car with the mechanism in position to give an empty application of the brakes; Fig. 3 shows a portion of the end of the car having mounted thereon the operating and locking portions of the mechanism; Fig. 4 is a section taken on the lines 4-4 of Fig. 1; Figs. 5 to 8 inclusive are sections taken on the lines 55, 66, I'|, and 88 of Fig. 3;

50 Fig. 9 is a section taken on the lines 5-5 of Fig. 3- showing the mechanism in position to give an empty application of the brakes; Fig. 10

shows in elevation a portion of the car similar to that shown by Fig. 3 and shows a modification of the locking mechanism; Fig. 11 shows an end sectional elevation of the locking mechanism; Fig. 12 is a section taken on the lines I2l2 of Fig. 11; Figs. 13 and 14 show in detail portions of the locking mechanism.

Referring now to Fig. 1 of the drawings showing in elevation a portion of a hopper car comprising end sloping floor l, end post 2, bolster 3 and fluid pressure actuated brake cylinder 4.

The brake lever 5 is suspended from a. pair of spaced members 6 disposed beneath the floor l and extending between the bolster and member l secured to the car end posts 8. Intermediate its ends the brake lever B is connected to the brake cylinder push rod 4* by means of pin 9 and at its lower end connected by means of pin 50 to pull rod l2 which operates the usual brake shoes (not shown).

The brake lever 5 is suspended from members 6 by means of a hanger i3 comprising spaced arms l3 and l3 connected at one end by rivet E4 and at the opposite end pivoted on a shaft l5 journaled in bearings l6 secured to and projecting above the members 6. The hanger l3 depends between the members 6 and brake lever 5 extends between the arms l3 and i3 being pivotally mounted on the pin ll mounted in arms.

The movement of the hanger I3 is controlled by a change over arm l8 mounted on pin l9 journaled in bearings 20 depending from the spaced members 6. The end of the arm l8, opposite pin H9, is bifurcated and a roller 2| is disposed within the bifurcation being mounted on a pin 22 journaled in the arm. Roller 2| engages bearing surfaces 23 on each arm 53, which bearing surfaces terminate in a pocket 24 adjacent the lower portion of each arm l3. Upward movement of the change over arm i8 is limited by a member 25 disposed between members 6 and downward movement is limited by engagement with pocket 24 on the hanger. As shown by Fig. 1 of the drawings, when arm i8 is in its upper position the lever 5, moving between the arms of the hanger, will be engaged by roller 2|.

The change over arm I8 is actuated by link member 26 secured on the operating shaft 21, and pin connected to link 28 pivotally mounted on extension 29 of the change over arm. Operating shaft 21 is supported on the car end posts 8, 8 and 8, by bearings 30, 3| and 32 respectively. Operating handles 33 are secured adjacent each end of shaft 21 and rotate the shaft in said bearings to move change over arm l8 from load position shown in Figs. 1 and 3 to "empty position as shown by Fig. 2.

The change over arm is locked in its various positions by a locking mechanism comprising shaft 34 journaled in bearings 35 and 35, operating handle 36, and locking handle 31 having nose 36 and 41 engaging lug 45 of the latch 39 on operating shaft 21.

Referring now to Figs. 5 to 9 inclusive, when change over arm i6 is in position shown by Figs. 1 and 3, latch 39 on shaft 21 has lug 40 engaging nose 39 of locking handle 31 as shown in Figs. 3 and 5. Locking handle 31 is held in engagement with latch 39 by compression spring 4| encircling rod 42 between spring caps 44. Rod 42 is pin connected, to arm 43 mounted on shaft 34 and bears in base 45 having slotted opening 46 to receive one end of the rod 42. when change over arm is locked in position shown by Fig.2 of the drawings latch 39 has been rotated from posi- -tion shown by Fig. 5 to that shown by Fig. 9

wherein lug 40 is disposed beneath nose 41 of locking handle 31 and the latter is held in position by compression spring 4|. To secure proper limits for rotation of latch 39 a lug 45 thereon engages stop 49 on bearing 35 when arm I5 is in load position and lug 48 engages stop 56 on bearing 36 when arm I5 is in "empty position.

The principle of operation of the mechanism of Figs. 1 and 2 is that hanger I3 is free to pivot on its shaft l5 unless restrained by change over arm l8 and lever 5 when actuated by brake cylinder 4 will pivot on its pin connection H to the hanger unless restrained by change over arm it. Therefore the position of change over arm i6 determines the pivot point of lever 5 and consequently whether a load" or empty application of the brakes result when lever 5 is actuated.

Assume the mechanism is in position illustrated by Fig. 1 of the drawings and fluid pressure is admitted to brake cylinder 4: the push rod 4 will move to the right, carrying lever 5 with it. Bodily outward movement of the lever 5 will be restrained by engagement with roller 2| of change over arm I6 causing the lever to pivot about the roller 2| as a fulcrum. Hanger l3, being unrestrained, will pivot on its shaft |5 in bearings |6 when actuated by movement of lever 5. The resultant effort applied to pull rod i2 is the greatest possible with the illustrated mechanism and a load" application of the brakes results.

When it is desired to effect an "empty" application of the brakes, the mechanism of Fig. 1 is moved into the position shown by Fig. 2. This movement is effected by the mechanism of Fig. 3. The operator, standing facing the side of the car, turns handle 31 in a clockwise direction to move nose 38 out of engagement with lug 45 of latch 39, thus freeing operating shaft 21 for movement. The operator then turns handle 33 in a clockwise direction causing link member 26 and link 28 tomove upward nd rotating extension 29 of change over arm II in a counter clockwise direction. The roller 2| of arm l5 moving off lever 5 onto surfaces 23 of hanger l3 and into pockets 24. This movement of shaft 21 by handle 33 bringslatch 39 into position shown by Fig. 9 and the operator then moves handle 31 in a clockwise direction to bring nose 41 into engagement with lug 40 to lock the operating shaft in position to hold the change over arm I! in position shown by Fig. 2.

Whilst handle 31 is described as being manually moved, it is in fact automatic except for the flrst movement to free shaft 21 for rotation. Locking shaft 34 is normally held in the position shown by Figs. 3 and 5, through resistance of compression spring 4| acting through arm 43 mounted on the locking shaft. When the operator wants to change from load to empty position, he moves the handle 31 from the position shown inFig. 5 to the position shown in Fig. 9, which rotates the arm 43 in a clockwise direction to the opposite side of the center line between the center of the shaft 34 and the bracket 46 where the spring, being under compression, supports the handle 31 in the position to which it has been moved as shown in Fig. 9. The operator then rotates the handle 33 in a clockwise direction causing the shaft 21 to move the lug 45 downwardly over nose 41 which moves downward under the spring action from 4| until the lug 40 passes nose 41, when the action of the spring then carries it into engagement with the lug 46 to lock the rotation of the shaft 21 against shown in Figs. 10 to 14 of the drawings. Referring to Fig. 10 of the drawings, shaft 34 and its accompanying mechanism is removed and bearing 5| is substituted for end bearing 3|! of operating shaft 21. Bearing 5| comprises a two-piece housing, the lower portion 5| being secured to end post 5 by means of rivets 52, the upper portion 5| overlying shaft 21 and provided with attaching lugs 53 secured'to similar lugs 54 on housing portion 5| by means of fastening members- 55. A sleeve 55, mounted on shaft 21, is journaled in one end of bearing 5|. The outer end of sleeve 56 extending beneath change over arm It! has depending rigid flngers 55 between which link 25 extends and is connected with the fingers by pin 59. The inner end of sleeve .56 extends to adjacent the middle of housing 5| and terminates in a semi-circular flange 65 of greater inside diameter than that of the sleeve. Formed on the outer periphery of the flange 65 and spaced 180 are pairs of spaced ears 5| and disposed between the ears, opposite the opening in flange 60, is a slot 52 formed in the inner periphery of the flange. Encircling shaft 21 and connected thereto by pin 53 is member 64 which is lournaled in the oppositeend of bearing 5| and extends within'the flange 50 of' sleeve 56. Spaced lugs 65 Joined by pins 66 are integrally formedon member 64 and extend through the opening in flange 65 of sleeve 55. Diametrically opposite the lugs 55 is a key 61 of less width than slot 62 and engaged therein. Within the lower portion 5| of the bearing 5| and beneath the shaft 21 is plunger 56 having a compression spring 10 associated therewith to normally hold the end 69 of the plunger between one of the pairs of ears 6| of flange 50. Pivotally mounted on opposite sides of plunger'66 are flngers 1|, provided with bearings 12 for engagement with the pins 66 in the lugs 65 of member 64.

Assuming the latch mechanism is positioned as shown in Fig. 10 and the cylinder lever 5 is in position shown in Fig. 1, when fluid pressure is admitted to brake cylinder 4,-a load application of the brakes would result. To set change over arm l5 to secure an empty application of the brakesthe operator would stand facing the side of the car and turn operating handle 33 in a clockwise direction. Movement of handle 33 being imparted to shaft 21 causes similar rotation in member 64 and associated lugs 56 actuates flngers 1| to depress plunger 66 to allow rotation of sleeve 56. Continued movement of member 64 causes engagement of key 61 with slot 62 and thereafter sleeve 60 rotates with shaft 21 to impart a counter clockwise rotation in change over arm I8 through link 28 and fingers 58. The counter clockwise rotation of change over arm l8 causes roller 2| to move along bearing surfaces of hanger l3 and into pockets 24- on each arm ll of the hanger to move the mechanism of Fig. 1 into position shown by Fig. 2. Member 54 has now been rotated to the opposite side of shaft 21, the bearings '52 on fingers II have shifted to the other pin in lugs 65 of member 64 and haveagain moved upward to permit plunger end 69 to engage ears 6| to lock shaft 21 against further turning.

Having thus described the invention what I claim as new and desire to secure by Letters Patent is:

1. In an empty and load brake, the combination of a fluid pressure actuated brake cylinder having a push rod, a live brake lever connected to the push rod, brake applying means connected to said lever, and means providing a variable fulcrurn point for said lever comprising a hanger member pivotally mounted on the car having a permanent pivotal connection to the lever inwardly of the end thereof and a member pivotally mounted on the car adapted for selective engagement with said hanger member and the end of the lever, said hanger and pivotally mounted member cooperating to effect a iulcruming of the brake lever about said pivotally mounted member and about said hanger respectively.

2. In an empty and load brake, the combination with a fluid pressure actuated brake cylinder having a push rod therein, of a brake lever pivotally mounted on the push rod, a brake applying means connected to one end of the lever and means coopcrating with the other end of the lever, said means comprising a hanger having a pivotal connection to the car and a pivotal connection to the lever inwardly of one end thereof, a change over arm pivotally mounted on the car adapted for selective engagement with one end of the lever and with the hanger, the engagement of said change over arm with the brake lever forming a fulcrum for the lever when actuated by the push rod, the engagement of the change over arm with the hanger serving to anchor the hanger so that the lever fulcrums about its connection to the hanger when actuated by the push rod.

3. In a brake rigging for a railroad car, the combination of a live brake lever, a brake applying means connected to one end of the lever, means connected to the lever for actuating the same, a support for the lever pivotally connected to the car and inwardly connected to the lever inwardly of one end thereof, and a member pivotally connected to the car adapted for selective engagement with one end of the lever and with said supporting member whereby the live lever fulcrums about said member or about its connection to the supporting member to effect a variation in the braking effort applie o the car brakes upon actuation by the push r 4. In a car brake, the combination of a brake cylinder, a push rod in said cylinder, a live brake lever connected to said push rod, brake applying means connected to one end of said lever, and means associated with the opposite end of the lever providing a fulcrum point for the lever, said means including a member having one end pivotally connected to the car and its other end pivotally connected to the lever and a change over arm pivotally connected to the car having its, opposite end selectively engaging the end of the lever and said pivotally mounted member, and a device mounted on the car for controlling movement of the change over arm.

5. In a car brake, the combination of a fluid pressure actuated brake cylinder including a push I rod, alive brake lever connected to the push rod,

a brake applying means connected to one end of said lever, a hanger pivotally mounted on the car having depending spaced arms, said brake lever being disposed between said arms and pivotally mounted on a pin connecting the lower ends of said arms, a change over arm pivotally mounted on the car adapted for selective engagement with the end of said lever disposed between said hanger arms and with the lower end of the hanger whereby the lever fulcrums respectively about the end of said arm and about its connection to the hanger arms, a crank on said change over arm, a shaft mounted on said car having a crank rigid therewith, a connection between the said cranks, an operating arm on said shaft, a second shaft on said car and an" operating arm on said second shaft, said operating arms being so disposed that the second operating arm when in normal position cooperates with the first operating arm to prevent rotation thereof, thereby retaining the change over arm in its selected position, said second named operating arm when rotated freeing the first-named operating arm for movement to eifect the selective engagement of the change over arm with the end of the brake lever or the end of the hanger arms.

6. In an empty and load brake for a railroad car, a brake cylinder having a push rod actuated by fluid pressure, a brake lever having a connection intermediate its ends to the push rod, a connection between one end of the lever and the brake applying means, a link connected to the lever intermediate its free end and the push rod, said link having a pivotal connection to the car beyond said free end of the lever, an arm mounted on the car and movable for selective engagement.

with the free end of said lever and with said link whereby upon movement of the push rod the lever fulcrums respectively about the end of the said arm and about its connection to the said link.

7. In a car brake including a brake cylinder having a fluid pressure operated push rod, a brake lever connected thereto and a brake pull rod connected to one' end of the lever, the combination of a hanger pivotally mounted upon the car, a pin connection'between the hanger and lever inwardly of oneend of the latter, and an arm pivoted to the car for selective engagement with the lever and hanger whereby the lever fulcrums about said arm and about its connection to the hanger to effect a variation in the effort exerted by said pull rod .upon substantiallythev same movement of the push rod;

8. In a railroad car having a brake system including a live lever, a member transmitting movement of the lever to the brake system, and means for actuating the lever; the combination of a hanger pivoted to the car and permanently pivoted to the lever, an arm pivoted to the car and movable for selective operable association with the lever to provide a plurality of fulcrum supports for the lever when the lever is moved by the actuating means.

9. The combination with a railroad car brake including a live lever, and a lever actuating means, of a member permanently connected to the live lever, a member adapted for selective independent connection with the lever and with the first-named member and means for operating said second member to obtain a variation in the braking effort upon a substantially uniform movement in said lever actuating means.

10. The combination in a railroad car of a brake system including a live lever; a lever actuating means, a hanger supporting the lever from the car for movement about a plurality of fulcrums, and a change over arm for selecting the live lever fulcrum, and an operating means for said shaft, a second shaft, a lever on said shaft and means on said lever for engagement with said latch to secure said fulcrum changing means in its several positions.

12. In an empty and load brake including a brake lever and means for changing the fulcrum for said lever, a locking mechanism for said means comprising an operating shaft, a bearing for said shaft, a sleeve on said shaft journaled in said bearing, a connection between said means and sleeve, a spring actuated means engaging said sleeve to limit rotation thereof, a member rigid with said shaft having portions for releasing said spring actuated means and for engaging with said sleeve to secure simultaneous rotation of the sleeve and member, and an operating handle on said shaft.

13. In anempty and load vehicle brake, in

- combination, a brake cylinder, a brake lever, a

brake rod, connections between the brake lever, said cylinder and said rod, a fulcrum for said lever comprising a member pivotally connected to the vehicle, a pivotal connection between said member and lever; and an abutment -member mounted on said vehicle for selectively engaging said first named member and said lever.

14. In an empty and load vehicle brake in combination, a brake cylinder, a brake lever, a brake rod, connections between said lever, said cylinder and said rod, a variable fulcrum for one end of said lever and means on said vehicle limiting movement of said fulcrum end of the lever in one direction whilst turning on one of said fulcrum variations.

15. In an empty and load vehicle brake in combination, a brake cylinder, a brake lever, a brake rod, connections between said lever and said cylinder and rod, a fulcrum forsaid lever comprising a member pivotally connected to the vehicle and to said lever, an abutment member mounted on the vehicle and selectively engaging the first named member and said lever, and a stop member secured to the vehicle limiting movement of the lever in one direction whilst said abutment member is out of engagement with the lever.

16. In an empty and load vehicle brake including a brake lever and means for changing the fulcrum for the lever, an operating mechanism for said means comprising a shaft disposed,

transversely of the vehicle, an operating handle rigid with said shaft, bearings for said shaft, a sleeve on said shaft, a connection between said sleeve and said fulcrum changing means, a lost motion connection between the sleeve and shaft, means for locking said sleeve against rotation, and a release for said locking means connected with said shaft whereby the locking means is released during relative movement between the shaft and sleeve at said lost motion connection.

JOHN P. ANDERSON. 

